From lap-time simulation teams have learned that, very roughly, if
they could change certain engineering performance parameters by a
percentage, then they would have the following effects on lap times. The
starting point is a recent generation of F1 car on an average present
race track. If the race track or the start point changes, these values
will change of course, and in some cases dramatically.

So it would appear that aerodynamics far from the top of this list -
considering what happens if you get an extra proportion of each
parameter. I’ve been distributing numbers like these (with a bit more
detail) for more than 15 years. The numbers have evolved a bit over time
by the way. In some ways this is a devious way to disguise what is
really important. The real picture needs to allow for what you are
permitted to change and on how much effort it takes to make the change. I
always mention this in my talks but perhaps haven’t emphasised it as
much as I should have done – but then you don’t really want to give the
game away when you work in the business. I’m not in F1 now. :-)

The truth is that it is the aerodynamics and the powertrain that
today make the most difference. Then only the manufacturer teams decide
how much to spend on powertrains so for the rest the key area really is
aerodynamics. However let’s look a bit at mechanical grip and tyres
first.

It may appear that we can almost discount tyres because they are very
carefully distributed to teams in a fair way so are as close to equal
for all as you can realistically expect. Now this does not mean that
different teams can't get more or less from the tyres. Suspension
systems have to be “passive”. They can only react to the forces exerted
on them. However teams have effectively created ways to make the
suspension soft initially and harder as bump travel (position)
increases. They have blow off systems for kerb strikes and mass dampers
to combat the natural frequencies of the tyres & vehicle. In
addition they have found ways to provide a more supportive platform for
the aerodynamics that are created than it may be believed possible. The
removal of links between the front and the rear hurt some teams more
than others which told everyone how beneficial these systems had been.
Since then (and that wasn’t long ago) other ways have been found of
doing something almost as good. Lots of work is done on suspension
kinematics and various aspects of installation stiffness to maximise the
potential of the aerodynamic package to deliver the grip.

Regrettably for the mechanical grip gurus it does turn out that
significant compromises have to be made on the mechanical side so that
suspension systems provide ways of overcoming aerodynamic realities such
as increasing front downforce as ride height reduces but a different
relationship between height and power at the rear of the car. Supporting
the aerodynamics gets more lap time benefit than is lost through
compromises in pure mechanical grip. I'll talk more about aero in later
posts but the cars (they're getting fat nowadays as they're over 700Kg)
generate literally tons of downforce - many car weights worth.

Aerodynamic work can also directly help a team to use more (or less)
of the potential of the tyres. Of course some of this is by generating
downforce to “work” the tyres but that could just as easily be a
negative as a positive (too much load leading to too much temperature).
No, I’m talking about playing a part in managing the bulk temperature of
the tyres via aerodynamics. The main methods used are to cool the rim
or heat it. This involves using “brake ducts” to wash ambient air or hot
air around the surfaces of the wheel. This can make more than 10
degrees difference to the tyre bulk temperature and can make the
difference that puts or keeps the tyre in its “window”.

This paragraph has been added as a response to a question. If you
use the aerodynamics to provide maximum rim cooling or maximum rim
heating then you cannot also provide maximum brake cooling. Max brake
cooling would give a medium level of rim heating. Perhaps makes it more
understandable why some of the best teams appear to have brake cooling
issues - they're almost certainly pushing the boundaries to get the best
out of their tyres (tires in American English :-) ). The most
difficult combination is to provide max rim (tyre) cooling combined with
max brake cooling. Max rim cooling is achieved by completely encasing
the brake system and taking all hot air from the brakes and ducting it
back inboard. Then take a separate duct of cold air and swirl it
around all the inner surfaces of the rim.

It remains true that the tyres are important but the fact that
changing their friction by percentage is the wrong way to assess their
relative importance when it comes to deciding where to spend your
development budget. I’ll try to cover the other subjects in this short
list in other posts – this post is already too long.

For UK followers of the blog the following opportunities exist for anyone interested in Willem's work...

2 Dec 18:30 to 20:30 plus Oxford - Free public lecture - F1 Performance, Design and (maily) Aerodynamics see toet.eventbrite.co.uk There will be some entertaining stories and time for questions. Free,
book early. This is the one to aim for if you work as it starts at
6:30 pm for 7 pm talk start point. Organised by the IMechE. Some
refreshments available from 6:30 pm. Questions and discussion
due to finish at 20:30 but I'm happy to discuss any questions you may
have for a bit longer. I will bring additional material so we have the
potential to illustrate answers to questions.

4 Dec - 13:00 - 17:00 approx. Southampton University (Building 45
room 0045 which should be on the ground floor and is a large lecture
theater - see site map here https://www.southampton.ac.uk/assets/sharepoint/groupsite/Administration/SitePublisher-document-store/Documents/About/visit/highfield_accessible_routes.pdf).
Guests welcome and free. First lecture is similar to the one on the
2nd - Formula 1 performance, design, & aerodynamics. This does not
require specialist knowledge. Would be suitable for higher school
pupils, motorsport enthusiasts, engineering students and engineers.
After the first lecture we then focus more on the use of CFD to develop
a race car (aimed at university students but anyone using CFD may find
it interesting) and how new aerodynamic testing restrictions (in the FiA
regulations) are changing the approach F1 teams are taking to
aerodynamic development. There will also be discussions with the
Formula Student team which are probably not open to all.

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Whilst I'm trying to keep atop of the blog you may have noticed of late that there is less content appearing. For those of you that haven't realised, most of my work has now been moved over to Motorsport.com where I'm working with Giorgio Piola.

I'm still doing the technical image gallery for each GP with the continued support of friend of the site Sutton Images. However, as always my time is limited and so this might not be updated as quickly as it once was, so keep checking back.

As some of you may have found out already I'm also working with the Missed Apex crew on their podcast from time-to-time, either doing race reviews or dedicated 'Tech Time' shows.

I've embedded the latest version of the podcast below and will update this a frequently as I appear. However, please head over to Itunes if you want it to appear in your player when episodes are available. The show is great to work on and has a great lineup of 'regulars' but has also enticed some bigger names recently too, with Will Buxton and Bradley Philpot on shows during the summer break.

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Sutton Images

Sutton Images provide the best images direct from the action every GP weekend allowing me to show you just where and what the teams are improving.